JP6938723B2 - Systems and methods for robust underwater vehicles - Google Patents

Description

(Citation of related application)
The present application claims the benefit of US Provisional Application No. 61 / 792,708 (filed March 15, 2013), the content of which is hereby incorporated by reference in its entirety.

The underwater vehicle is typically controlled using actuated fins that project from the vehicle into the flow field around the hull. If the fins on the vehicle come into contact with foreign matter moving at a different speed than the vehicle, the inertia of the vehicle can generate very high forces generated on the fins, connections, and operating system. There is a need for a force limiting coupler between the operating system and the fins to prevent the transmission of these forces into the structure of the vehicle and to limit damage to the actuators that drive the fins.

In addition, the hull of an underwater vehicle is typically designed and manufactured in multiple separate compartments. The separate hull compartments are typically joined by metal rings that are attached to the hull by glue or fasteners. However, hull compartments made from composites are generally unable to accommodate acute angles as well as metals, making the use of trapezoidal cross-section band clamps typically used on torpedoes difficult. In addition, underwater vehicles are generally made to be similar in density to water, so any saved weight can lead to greater buoyancy, greater cargo volume, and lower manufacturing and operating costs. .. Therefore, these hull interfaces offer the opportunity to design robust underwater vehicles with lightweight, low cost, strong and relatively rigid joint geometry.

Forward-looking Sonarley also offers the opportunity to increase the robustness of underwater vehicles. Most forward-looking sonars are erratically installed in front of the vehicle and are often destroyed in the event of a collision. In addition, front-mounted sonar arrays typically provide a planar bow compartment and can expose sonar to damage. In addition, the hydrodynamic behavior of the vehicle is often hampered by planar bow shapes and sonar constraints (such as a planar box for accommodating planar arrays). Therefore, there is a need to design a robust underwater vehicle with improved protection for front-facing sonar arrays.

Systems and methods for robust underwater vehicles are described herein. According to one aspect, an underwater vehicle with a hull, an actuation system connected to the hull, and fins configured to steer the vehicle is described. The fins can be connected to the operating system using a force limiting coupler. In some embodiments, the force limiting coupler may be configured to disengage from the operating system upon receiving a threshold force. The force limiting coupler can be made from bronze, brass, plastic, or any other suitable material.

In some embodiments, the force limiting coupler may include a hollow rod with at least one circumferential notch. Circumferential notches can be designed to break and break at or above a given force threshold.

In an alternative embodiment, the force limiting coupler may include a truncated cone with a flange, and the force limiting coupler may include a notch line along the intersection of the flange and the truncated cone. The cut line can be designed to rupture, rupture, or rupture at or above a predetermined force threshold. The force limiting coupler may further include a hollow cone attached to the actuation system, with the truncated cone with the flange and the hollow cone aligned axially. A truncated cone with a flange may be configured to be pushed into a hollow truncated cone when subjected to an axial force. In some embodiments, the fins are designed to separate and reconnect the force limiting coupler.

In some embodiments, the force limiting coupler can be attached to the fins and / or actuation system using glue, fasteners, integrated hinges, or any other suitable connector. Force limiting couplers can be rigid in flexion and rotation with respect to the actuation system, but can be designed to break, break, rupture, or separate from the fins and / or actuation system when subjected to threshold forces. The threshold force can be designed to be below the damage threshold of the components of the underwater vehicle such as the operating system.

According to another aspect, a first hull compartment comprising a first axial strength member and a first hull compartment connected to a first hull compartment aligned adjacent to the first axial strength member. A first hull section connected to a pressure-resistant surface, a second hull section including a second axial strength member, and a first hull section aligned adjacent to the second axial strength member. An underwater vehicle with a pressure-resistant surface of 2 and a threaded turnbuckle is described. The threaded turnbuckles can be configured to fit with the first and second axial strength members. The threaded turnbuckles may be configured to pull the first and second hull compartments together to a specified preload tension. In some embodiments, the axial strength member consists of carbon fiber.

According to another aspect, the carbon fiber bow is an underwater vehicle with a carbon fiber bow containing multiple gaps and a blaze sonar array with multiple transducers. Explained. Blazed sonar arrays can be aligned to transmit through at least one of a plurality of gaps. In some embodiments, the transducers are oriented substantially parallel to the curvature of the carbon fiber bow, and at least two of the transducers are parabolic or tangential to it. Can be directed to. In some embodiments, the transducers can be directed to transmit sonar signals in a two-dimensional plane. In some embodiments, at least one of the transducers can be oriented orthogonal to another transducer. For example, one transducer can be oriented horizontally and another can be oriented vertically. In another embodiment, the transducer can be directed at an image plane with a common line of intersection, which is the centerline of the vehicle.

Other objects, features, and advantages of the present invention will become apparent upon examination of the embodiments for carrying out the following invention, which will be considered in connection with the accompanying drawings.
For example, the present application provides the following items.
(Item 1)
It ’s an underwater vehicle,
With the hull
The operating system connected to the hull and
An underwater vehicle comprising a fin configured to steer the vehicle, the fin being connected to the actuation system using a force limiting coupler.
(Item 2)
The underwater vehicle according to item 1, wherein the force limiting coupler is configured to disengage from the operating system when it receives a threshold force.
(Item 3)
The underwater vehicle of item 1, wherein the force limiting coupler comprises a hollow rod with at least one circumferential notch.
(Item 4)
The underwater vehicle according to item 3, wherein the force limiting coupler is made of bronze.
(Item 5)
The underwater vehicle according to item 1, wherein the force limiting coupler comprises a truncated cone with a flange, wherein the force limiting coupler includes a notch line along the intersection of the flange and the truncated cone.
(Item 6)
The underwater vehicle according to item 5, wherein the force limiting coupler is made of plastic.
(Item 7)
A hollow cone attached to the operating system is further provided, the truncated cone with the flange and the hollow cone are axially aligned, and the truncated cone with the flange receives an axial force. The underwater vehicle according to item 5, which is configured to be pushed into the hollow cone.
(Item 8)
The underwater vehicle according to item 1, wherein the force limiting coupler is attached to the fins using an adhesive.
(Item 9)
The underwater vehicle according to item 1, wherein the force limiting coupler is attached to the fin using a fastener.
(Item 10)
The underwater vehicle according to item 1, wherein the force limiting coupler is rigid in bending and rotation with respect to the operating system.
(Item 11)
The underwater vehicle according to item 1, wherein the threshold force is lower than the damage threshold of the components contained in the underwater vehicle.
(Item 12)
The underwater vehicle according to item 11, wherein the component is the operating system.
(Item 13)
It ’s an underwater vehicle,
The first hull classification including the first axial strength member,
A first pressure-resistant surface connected to the first hull division, which is aligned adjacent to the first axial strength member, and
A second hull classification that includes a second axial strength member,
A second pressure-resistant surface connected to the first hull division, which is aligned adjacent to the second axial strength member, and
A threaded turnbuckle, said threaded turnbuckle, comprising a threaded turnbuckle that is configured to fit the first and second axial strength members. Underwater vehicle.
(Item 14)
13. The underwater vehicle of item 13, wherein the axial strength member is made of at least one material from the group consisting of carbon fiber, fiberglass, quartz, Kevlar, graphene.
(Item 15)
13. The underwater vehicle of item 13, wherein the threaded turnbuckle may be configured to pull the first and second hull compartments together to a specified preload tension.
(Item 16)
It ’s an underwater vehicle,
A carbon fiber bow, wherein the carbon fiber bow includes a carbon fiber bow and a plurality of gaps.
A blaze sonar array comprising a plurality of transducers, wherein the blaze sonar array is aligned with a blaze sonar array so as to transmit through at least one of the plurality of gaps. It has an underwater vehicle.
(Item 17)
The underwater vehicle according to item 16, wherein the plurality of transducers are oriented so as to be substantially parallel to the curvature of the carbon fiber bow.
(Item 18)
The underwater vehicle of item 17, wherein the plurality of transducers are directed to transmit sonar signals in a two-dimensional plane.
(Item 19)
The underwater vehicle of item 16, wherein at least two of the plurality of transducers are oriented substantially in a parabolic shape.
(Item 20)
The underwater vehicle according to item 11, wherein at least the first of the plurality of transducers is oriented orthogonal to at least the second of the plurality of transducers.

The systems and methods described herein are set forth in the accompanying claims. However, for illustration purposes, some exemplary embodiments are set forth in the figures below.
FIG. 1 is a block diagram illustrating an exemplary remote vehicle according to an exemplary embodiment of the present disclosure. FIG. 2 is a block diagram of an exemplary computer system for implementing at least some of the systems and methods described in this disclosure. FIG. 3 illustrates an exemplary embodiment of a force limiting coupler. FIG. 4 depicts a vehicle with fins mounted using a force limiting coupler, according to an exemplary embodiment. 5A and 5B depict an exemplary embodiment of a force limiting coupler. 5A and 5B depict an exemplary embodiment of a force limiting coupler. FIG. 6 depicts a vehicle with fins mounted using a force limiting coupler, according to an exemplary embodiment. FIG. 7A-C depicts a vehicle with two hull compartments connected using turnbuckles, according to an exemplary embodiment. FIG. 7A-C depicts a vehicle with two hull compartments connected using turnbuckles, according to an exemplary embodiment. FIG. 7A-C depicts a vehicle with two hull compartments connected using turnbuckles, according to an exemplary embodiment. 8A-C depict the bow division of a vehicle with a gap for a blaze sonar array, according to an exemplary embodiment. 8A-C depict the bow division of a vehicle with a gap for a blaze sonar array, according to an exemplary embodiment. 8A-C depict the bow division of a vehicle with a gap for a blaze sonar array, according to an exemplary embodiment.

Illustrative embodiments will be described to provide an overall understanding of the invention. However, the systems and methods described herein may be adapted and modified for other suitable applications, and such other additions and modifications will not deviate from that scope. Will be understood by those skilled in the art.

Systems and methods for robust underwater vehicles are described herein. According to one aspect, a force limiting coupler that can connect the fins to the actuator system of an underwater vehicle is described. To prevent the transmission of potential damage force into the vehicle structure and limit damage to the actuators that drive the fins, the force limiting coupler separates from the underwater vehicle when it receives a force above a predetermined threshold. Can be done.

In some embodiments, the force limiting coupler may include a brass tube with a notch. In another embodiment, the force limiting coupler may include a notched plastic disc. In each case, the coupler is rigid in rotation and flexion until brittle fracture occurs, and the fins are higher than the designed hydrodynamic load in normal operation, but below the damage threshold of the other components, control. It is possible to break with the applied force. The brass tube can be a hexagonal rod with a hollow bore, the rod staying in or coupled to in a pocket in the fin and in the drive shaft from the actuator. The tube between the fins and the actuator can be notched in the circumferential direction to generate stress collection. The diameter and sharpness of the notch can be designed to cause fracture and thus loss of strength at the desired bending load. The fins can also be designed to separate and reattach the force limiting coupler.

In some embodiments, the force limiting coupler may include a truncated cone with a flange. The force limiting coupler can be machined from a single material part and attached to the fins with an adhesive or fastener. An offset fitted hollow cone can be attached to the actuator. In some embodiments, the fin-side conical flange may have a notch line on the flange to generate stress concentration. The depth and sharpness of the cut line can be designed to cause fracture, rupture, or rupture at or above a given force. The flange can be fastened to the actuator side using integrated hinges, fasteners, or any other suitable connector. Under bending stress, the cone can break from the flange by tearing or breaking at the cut line. In such an embodiment, a very large diameter cut ring can make the fin attachment relatively rigid up to just before the break point. For example, a slight deflection in the outer diameter prior to fracture will produce a very small change in the angle of the fins. This geometry can also allow cones to be manufactured so that there are axial gaps between them. In such an embodiment, the axial impact can push the fin-side cone into the actuator-side cone and release the flange. If the outer edge of the fin is designed with a certain tilt with respect to the axis, the fin will pivot out of orbit when the flange is broken and will exert an axially transmitted force on the actuator. It can be reduced and damage can be prevented.

According to another aspect, a robust underwater vehicle with a first hull compartment connected to a second hull compartment using a threaded turnbuckle is described. In some embodiments, the axial strength member may consist of a carbon fiber composite and may be joined to the composite hull exterior. Axial strength members can also consist of carbon fiber, fiberglass, quartz, Kevlar, graphene, or any other high strength and / or anisotropic material. Axial strength members may have ends with small holes for accommodating pins that join them to the turnbuckles. In some embodiments, each hull section may have a pressure resistant surface that abuts on its adjacent sections. In some embodiments, one of the two compartments at each joint has a tapered edge to guide assembly and may support shearing at the joint. The hull division may also have features to direct the rotational alignment of the joints if the hull has a circular cross section.

Access to the turnbuckles can be provided from outside the hull by creating openings within the composite exterior. These openings may expose the ends of axial strength members, turnbuckles, and / or their joining pins. The openings may be covered with fairing components when the vehicle is in operation. In some embodiments, the joining pin can be removed so that the turnbuckle can be separated from the compartment without completely unscrewing. The pins can be held by flaps or tabs when the turnbuckles are not under tension. In some embodiments, the turnbuckle may pull the compartment together axially to a specified preload tension to produce a tightly joined vehicle hull.

In some embodiments, bulkheads for structural rigidity and installation are included within the hull composite structure and internal components are axially loaded into separate compartments on the side without bulkheads. It can be biased to one side or the other side of the joint so that it can be. This configuration can significantly increase the size of the components that can be loaded, leading to low manufacturing costs and high packing efficiency of the components inside the vessel.

According to another aspect, a robust underwater vehicle may include a sonar array such as a blazed sonar array, a non-blazed array sonar, or a squinted sonar. A classic blaze array consists of a pair of stave (also referred to herein, also referred to as transducers) inside a rectangular rubber boot. Most forward-looking sonars are erratically installed in front of the vehicle and are often destroyed in the event of a collision. In addition, front-mounted sonar arrays typically provide a planar bow compartment and can expose sonar to damage. In addition, the hydrodynamic behavior of the vehicle is often hampered by planar bow shapes and sonar constraints (such as a planar box for accommodating planar arrays).

However, blazed array sonar typically does not work on the side. They are designed to transmit and receive over a range of squint angles. Blazed array doors can also be installed with some flexibility. In some embodiments, the anterior-view blazed sonar array may be positioned so that the stave is aligned along the sides of the vehicle so that the stave is aligned substantially in a parabola. The array can be protected by hiding the array behind a carbon fiber bow with narrow gaps. By being installed on a parabola, the array is more compatible with low resistance bows than with a flat planar shape. Also, by arranging the arrays at the ends rather than stacking them, the holes in the bow become longer and narrower, making it more difficult for large objects to impact the arrays. In some embodiments, the stave can be arranged to image in multiple planes. In some embodiments, the stave may be configured to image horizontal and vertical slices. The crevices may be narrow enough to provide significant protection to the sonar array, while at the same time allowing ample space for each stave to image in a two-dimensional plane. The crevice can be smaller than a golf ball, or, in some embodiments, a barnacle-covered golf ball.

FIG. 1 is a block diagram illustrating an exemplary remote controlled vehicle according to an exemplary embodiment of the present disclosure. The system 100 includes a sonar unit 110 for transmitting and receiving sonar signals, a preprocessor 120 for adjusting the received (or reflected) signal, and a matching filter 130 for performing pulse compression and beam forming. System 100 is configured to allow navigation using high frequency (greater than about 100 kHz) sonar signals. To enable such HF navigation, the system 100 includes a signal corrector 140 to compensate for the line-of-sight error and to correct the phase error. System 100 also includes a signal detector 150 for coherently correlating the received image with the map. In some embodiments, the system 100 includes an onboard navigation controller 170, a motor controller 180, and a sensor controller 190. Navigation controller 170 may be configured to receive navigation parameters from GPS / RF link 172 (when available), accelerometer 174, gyroscope, and compass 176. The motor controller 180 may be configured to control a plurality of motors 182, 184, and 186 for maneuvering the vehicle. The sensor controller 190 may receive measurements from the battery monitor 172, the temperature sensor 194, and the pressure sensor 196. System 100 also includes a central control unit (CCU) 160, which can act as a hub to determine navigation parameters based on sonar measurements and other navigation and sensor parameters, and to control vehicle movement. include.

In the context of the water surface or underwater vehicle, the CCU 160 may determine navigation parameters such as position (latitude and longitude), velocity (any direction), direction, heading, acceleration, and altitude. The CCU160 uses these navigation parameters to control movement along the wake (forward and backward), across the wake (port and starboard), and vertically (up and down). obtain. The CCU160 controls these navigation parameters to turn the vehicle (yaw), tilt the vehicle (pitch), roll the vehicle (roll), or rotate the vehicle otherwise (rotate). Can be used. During underwater operation, a vehicle such as an autonomous underwater vehicle (AUV) may receive a high frequency real aperture sonar image or signal at the sonar unit 110, and then the image or signal is a composite aperture sonar (SAS) map of the terrain. Can be processed, filtered, corrected and correlated against. Using the correlation, the CCU can then use high precision and other navigation parameters to locate the AUV to assist in navigating the terrain. Accuracy can be determined by the signal and spatial bandwidth of the SAS map and / or the acquired sonar image. In one embodiment, it is assumed that there is at least nearly perfect overlap of the sonar image with the pre-SAS map with square pixels, and that reacquisition was done using a single channel with similar element size and bandwidth. And assuming that there is little or no loss of line-of-sight compensation, the envelope will be about half the element size. As a result, in certain embodiments, envelope peaks can be identified with high accuracy, including up to about 1/100 of the wavelength. For example, the resolution can be less than 2.5 cm, less than 1 cm, or less than about 0.1 mm and about 0.1 mm in the range direction.

As mentioned above, the system 100 includes a sonar unit 110 for transmitting and receiving acoustic signals. The sonar unit includes a transducer array 112 having one or more transmitting elements or projectors and a plurality of receiving elements arranged in a row. In certain embodiments, the transducer array 112 includes a separate projector and receiver. The transducer array 112 may be configured to operate in SAS mode (either course map or spotlight mode) or in real aperture mode. In certain embodiments, the transducer array 112 is configured to operate as a multi-beam sound transmitter, side scan sonar, or sector scan sonar. The transmitting and receiving elements can be sized and molded as desired and can be arranged as desired, in any configuration and with any spacing, without departing from the scope of the present disclosure. The number, size, arrangement, and behavior of the transducer arrays 112 can be selected and controlled to apply high frequency sound waves to the terrain to produce high resolution images of the terrain or objects. One embodiment of array 112 comprises 16 channels array with 5cm components mounted on 12 ^{_3/4-vehicle.}

The sonar unit 110 further includes a receiver 114 for receiving and processing an electrical signal received from the transducer and a transmitter 116 for transmitting the electrical signal to the transducer. The sonar unit 110 further includes a transmitter controller 118 for controlling the operation of the transmitter, including start and end, and the frequency of the ping.

The signal received by the receiver 114 is transmitted to the preprocessor for adjustment and compensation. In particular, the preprocessor 120 includes a filter regulator 122 for eliminating outliers and for estimating and compensating for hydrophone variability. The preprocessor further includes a Doppler compensator 124 for estimating and compensating for vehicle motion. The preprocessed signal is transmitted to the matching filter 130.

The matching filter 130 includes a pulse compressor 132 for performing matching filtering within the range and a beamformer 134 for performing matching filtering at the azimuth angle and thereby performing direction estimation.

The signal corrector 140 includes a line-of-sight compensator 142 for adjusting the sonar image to compensate for the difference in line-of-sight. Typically, when sonar captures a collection of point scatterers, the image changes with observation angle. For example, a SAS system that operates at fixed altitude and heading and observes seafloor paths will produce different images in different ranges. Similarly, SAS images produced in a fixed horizontal range will change when altitude is changed. In such a case, the change in the image may be due to the change in the viewing angle. The line-of-sight compensator 142 is configured to generate a line-of-sight invariant image. One such line-of-sight compensator is described in US Patent Application No. 12 / 802,454 entitled "Apparatus and Method for Glazing Angle Independent Detection Detection", the contents of which are referred to in their entirety. As incorporated herein.

The signal corrector 140 includes a phase error corrector 144 for correcting the range fluctuation phase error. In general, the phase error corrector 144 divides the image into smaller pieces, each piece having a substantially constant phase error. The phase error can then be estimated and corrected for each of the smaller fragments.

System 100 further includes a signal detector 150 having a signal correlator 152 and a storage device 154. The signal detector 150 may be configured to detect a potential target, estimate the position and velocity of the detected object, and perform target or pattern recognition. In one embodiment, the storage device 154 may include a map storage unit, which may include one or more previously acquired SAS images, a real aperture image, or any other suitable sonar image. The signal correlator 152 may be configured to compare the received and processed images obtained from the signal corrector 140 with one or more pre-images from the map storage unit 154.

System 100 may include other components not shown without departing from the present disclosure. For example, system 100 may include a data logging and storage engine. In certain embodiments, a data logging and storage engine can be used to store scientific data, and then the data can be used in post-processing to assist the navigation system. The system 100 may include a security engine for controlling access to one or more features of the system 100 and for authorizing the use of the one or more features. The security engine may be configured with a suitable cryptographic protocol and / or security key and / or dongle to control access. For example, a security engine can be used to protect one or more maps stored in map storage 154. Access to one or more maps in map storage 154 may be limited to an individual or entity with the appropriate license, authority, or permission. Upon confirming that these individuals or entities have been authorized, the security engine may selectively grant these individuals or entities access to one or more maps. The security engine may be configured to control access to other components of the system 100, including, but not limited to, the navigation controller 170, the motor controller 180, the sensor controller 190, the transmitter controller 118, and the CCU 160.

In general, with the exception of the transducer 112, various components of the system 100 can be implemented in a computer system such as the computer system 200 of FIG. More specifically, FIG. 2 is a functional block diagram of a general-purpose computer accessing a network according to an exemplary embodiment of the present disclosure. The holographic navigation system and method described herein can be implemented using the system 200 of FIG.

An exemplary system 200 includes a processor 202, a memory 208, and an interconnect bus 218. The processor 202 may include a single microprocessor or a plurality of microprocessors for configuring the computer system 200 as a multiprocessor system. Memory 208 exemplifies main memory and read-only memory. The system 200 also includes a large capacity storage device 210 having, for example, various disk drives, tape drives, and the like. The main memory 208 also includes a dynamic random access memory (DRAM) and a high speed cache memory. During operation and use, the main memory 208 stores at least a plurality of instructions for execution by the processor 202 when processing data stored in the main memory 208 (eg, a terrain model).

In some embodiments, the system 200 may also include one or more input / output interfaces for communication, shown as an example, as an interface 212 for data communication over network 216. The data interface 212 can be a modem, an Ethernet® card, or any other suitable data communication device. The data interface 212 may provide a relatively fast link to a network 216 such as an intranet, the Internet, or the Internet, either directly or through another external interface. The communication link to network 216 can be any suitable link, such as, for example, an optical, wired, or wireless (eg, via satellite or 802.11 Wi-Fi or cellular network) link. In some embodiments, communication can occur via an acoustic modem. For example, for AUVs, communication can occur via such a modem. Alternatively, the system 200 may include a mainframe or other type of host computer system capable of web-based communication over network 216.

In some embodiments, the system 200 also includes a suitable input / output port or serves as a local user interface for programming and / or data entry, reading, or operation purposes, the local display 204 and the user interface. An interconnection bus 218 may be used to interconnect with 206 (eg, keyboard, mouse, touch screen) and the like. Alternatively, server operator personnel may interact with the system to control and / or program the system 200 from a remote terminal device (not shown) over network 216.

In some embodiments, the system requires a processor, such as a navigation controller 170, that is coupled to one or more coherent sensors (eg, sonar, radar, optical antenna, etc.) 214. The data corresponding to the terrain model and / or the data corresponding to the holographic map associated with the model may be stored in memory 208 or mass storage 210 and may be read by processor 202. Processor 202 may execute instructions stored in these memory devices to perform any of the methods described herein, for example, line-of-sight compensation or high frequency holographic navigation.

The system stores a display 204 for displaying information, a memory 208 for storing at least a part of the above-mentioned data (for example, ROM, RAM, flash, etc.), and at least a part of the above-mentioned data. It may include a mass storage device 210 (eg, a solid state drive). Any set of the aforementioned components may be linked to network 216 via an input / output (I / O) interface 212. Each of the above components may communicate via the interconnect bus 218.

In some embodiments, the system requires a processor that is coupled to one or more coherent sensors (eg, sonar, radar, optical antenna, etc.) 214. The sonar array 214 may include, among other components, a transmitter, a receive array, a receive element, and / or a virtual array with associated phase centers / virtual elements.

The data corresponding to the terrain model, the data corresponding to the holographic map associated with the model, and the process for line-of-sight compensation may be performed by processor 202. The system stores a display 204 for displaying information, a memory 208 for storing at least a part of the above-mentioned data (for example, ROM, RAM, flash, etc.), and at least a part of the above-mentioned data. It may include a mass storage device 210 (eg, a solid state drive). Any set of the aforementioned components may be linked to network 216 via an input / output (I / O) interface 212. Each of the above components may communicate via the interconnect bus 218.

During operation, processor 202 receives position estimation with respect to sensor 214, waveforms or images from sensor 214, and data corresponding to topography, eg, seafloor models. In some embodiments, such position estimation does not have to be received and the process performed by processor 202 continues without this information. Optionally, the processor 202 may receive navigation and / or altitude information, and the processor 202 may perform a coherent image rotation algorithm. The output from the system processor 202 includes the position where the vehicle needs to move.

The components included in the system 200 are typically found in general purpose computer systems used as servers, workstations, personal computers, network terminals, portable devices, and the like. In fact, these components are intended to represent a broad category of such computer components that are well known in the art.

It will be apparent to those skilled in the art that the methods involved in the systems and methods of the present invention can be embodied in computer program products, including non-volatile computer usable and / or readable media. For example, such a computer-usable medium may be a CD ROM disk, a conventional ROM device, or a random access memory, a hard drive device or a computer diskette, a flash memory, which has a computer-readable program code stored on it. It can consist of a read-only memory device such as a DVD or any similar digital memory medium.

Optionally, this system includes an inertial navigation system, a Doppler sensor, an altimeter, a gimbling system that fixes the sensor on the data input part of a holographic map, a Global Positioning System (GPS), a long baseline (LBL) navigation system, and super. It may include short baseline (USBL) navigation, or any other suitable navigation system.

FIG. 3 illustrates an exemplary embodiment of a force limiting coupler. The force limiting coupler 300 may include a hollow tube 302 and a circumferential notch 304.

The hollow tube 302 is depicted as having a hexagonal shape in FIG. 3, but the hollow tube 302 has any suitable cross section, including, but not limited to, rectangular, circular, oval, or spline. Can have. The hollow tube 302 can be made from any suitable material, including, but not limited to, steel, aluminum, brass, bronze, or plastic.

The circumferential notch 304 may be located anywhere along the length of the hollow tube 302. In some embodiments, the hollow tube 302 may have two or more circumferential notches. In some embodiments, the notch can follow a non-circumferential path. The circumferential notch 304 may have a predetermined depth, sharpness, and location. In some embodiments, the circumferential notch 304 may be designed to break at a predetermined force threshold. A given force threshold can be determined by the damage threshold of other components of the underwater vehicle, such as the operating system or the vehicle hull. The hollow tube 302 can be relatively rigid in bending and rotation until breakage occurs.

FIG. 4 depicts a vehicle with fins mounted using a force limiting coupler, according to an exemplary embodiment. System 400 includes vehicle 402, fins 404, force limiting coupler 406, and actuation system 408.

Vehicle 402 can be any suitable vehicle, including, but not limited to, AUVs, remotely operated vehicles (ROVs), buoys, unmanned aerial vehicles (UAVs), autonomous underwater vehicles, or exploration robots. The vehicle 402 may include an actuation system 408 that may be any suitable actuation system for controlling the fins 404. As an exemplary embodiment, the actuation system 408 may include a motor or servo for tilting the fins 404 at various angles according to the control input. The fin 404 can be any suitable shape for the vehicle 402.

The fins 404 can be connected to the actuation system 408 using a force limiting coupler 406. In the exemplary embodiment depicted in FIG. 4, the force limiting coupler 406 is the force limiting coupler 300 depicted in FIG. As mentioned above, the force limiting coupler 406 may include a hollow tube with a circumferential notch that may be designed to break at a predetermined force threshold. The predetermined force threshold can be determined by the damage threshold of other components of the underwater vehicle, such as the operating system 408 or the hull of the vehicle 402. The force limiting coupler 406 can be relatively rigid in flexion and rotation until breakage occurs.

FIG. 5A illustrates an exemplary embodiment of a force limiting coupler. The force limiting coupler 500 includes a truncated cone 502, a flange 504, and a notch 506.

The truncated cone 502 and flange 504 can be made from the same material and machined from a single part. The truncated cone 502 and flange 504 can be made from any suitable material, including, but not limited to, steel, aluminum, brass, or plastic.

In some embodiments, the notch 506 can be machined to the interface between the truncated cone 502 and the flange 504. In an alternative embodiment, the cut line 506 can be machined to any circumference along the flange 504. In some embodiments, the flange 504 may have two or more dovetail lines on its variable circumference. The cut line 506 can have a predetermined depth, sharpness, and location. In some embodiments, the cut line 506 can be designed to break, rupture, break, or separate at a given force threshold. A given force threshold can be determined by the damage threshold of other components of the underwater vehicle, such as the operating system or the vehicle hull. The truncated cone 502 and / or the flange 504 can be relatively rigid in flexion and rotation until breakage occurs.

FIG. 5B illustrates an exemplary embodiment of a force limiting coupler. The force limiting coupler 510 includes a truncated cone 512, a flange 514, a notch wire 516, a hollow cone 518, a connector 520, a drive shaft 522, fins 524, and a fin base 526.

The truncated cone 512, flange 514, and cut line 516 can be substantially similar to the truncated cone 502, flange 504, and cut line 506 discussed in connection with FIG. 5A. The truncated cone 512 can be attached to the fin 524 using any suitable connector such as glue or fasteners. In some embodiments, the fin base 526 can be used to attach the fin 524 to the truncated cone 512.

The hollow cone 518 may be configured to fit into the truncated cone 512. For example, the truncated cone 512 may be designed to fit the inner hollow cone 518. The hollow cone 518 can be made of the same or different material as the truncated cone 512. The hollow cone 518 can be attached to the drive shaft 522 and the drive shaft 522 can be attached to the vehicle actuation system. Flange 514 may stay on hollow cone 518 using connector 520. Connector 520 can be an integral hinge, fastener, or any other suitable connector. In some embodiments, the flange 514 can be attached directly to the hollow cone 518 without using the connector 520.

The truncated cone 512 and the hollow cone 518 can be positioned so that there is an axial gap between them. In such an embodiment, the axial impact can push the truncated cone 512 into the hollow cone 518, breaking and releasing the flange 514. If the outer end of the fin 524 is designed with a certain inclination with respect to the axis, the fin 524 will pivot out of its orbit when the flange 514 is broken and will be axially transmitted to the actuator. It can reduce the force and prevent damage.

FIG. 6 depicts a vehicle with fins mounted using a force limiting coupler, according to an exemplary embodiment. The system 600 includes a vehicle 602, fins 604, a force limiting coupler 606, and an operating system 608.

Vehicle 602 can be any suitable vehicle, including, but not limited to, AUVs, remotely operated vehicles (ROVs), buoys, unmanned aerial vehicles (UAVs), autonomous underwater vehicles, or exploration robots. The vehicle 602 may include an actuation system 610, which may be any suitable actuation system for controlling the fins 604. As an exemplary embodiment, the actuation system 608 may include a motor or servo for tilting the fins 604 at various angles according to control inputs. The fins 604 can be of any suitable shape for the vehicle 608.

The fins 604 can be connected to the actuation system 610 using a force limiting coupler 606. The force limiting coupler 606 can be substantially similar to the force limiting coupler 510 depicted in FIG. 5B. As mentioned above, the force limiting coupler 606 may include a flange with a notch line that may be designed to break at a predetermined force threshold. The predetermined force threshold can be determined by the damage threshold of other components of the underwater vehicle, such as the operating system 608 or the hull of the vehicle 602. The force limiting coupler 606 can be relatively rigid in flexion and rotation until breakage occurs.

As discussed in connection with FIG. 5B, the force limiting coupler may include a truncated cone attached to the fin 604 and an offset fitted hollow cone attached to the actuator system 608. In such an embodiment, the axial impact can push the cone into the cone on the actuator side, breaking and releasing the flange of the cone. If the outer end of the fin 604 is designed with some inclination with respect to the axis of the force limiting coupler, the fin 604 will pivot out of orbit when the flange is broken, relative to the actuator system 608. The force transmitted in the axial direction can be reduced and damage can be prevented.

FIG. 7A-C depicts a vehicle with two hull compartments connected using turnbuckles, according to an exemplary embodiment. FIG. 7A includes a first hull section 702, a second hull section 704, a turnbuckle 706, a first axial strength member 708, a second axial strength member 710, and a turnbuckle pin access hole 712. Describes the system 700.

The axial strength members 708 and 710 may be made of carbon fiber composite and may be joined to the composite hull exterior. Axial strength members 708 and 710 may have ends with small holes for accommodating pins that join them to the turnbuckles. Access to the turnbuckle may be provided from outside the hull through the turnbuckle pin access hole 712, which is an opening in the composite exterior. Access holes 712 may expose the ends of axial strength members, turnbuckles, and / or their joining pins. The access hole 712 may be covered with a fairing component when the vehicle is in operation.

Axial strength members 708 and 710 may be configured to fit into a threaded turnbuckle 706. The turnbuckle 706 may be configured to pull the hull compartments 702 and 704 together axially to a specified preload tension to produce a tightly joined vehicle hull.

FIG. 7B depicts a top view of the system 700, including a first hull section 702, a second hull section 704, and an overlapping section 714. In some embodiments, such as the exemplary embodiment depicted in FIG. 7B, the first hull compartment 702 has tapered edges to guide assembly and may support shearing at the joints. The second hull section 704 may be designed to fit into the tapered edge of the first hull section 702 in the overlap section 714. In some embodiments, one or more of the hull compartments 702 or 704 may also have features (not shown) to direct the rotational alignment of the joints if the hull has a circular cross section. ..

FIG. 7C depicts a cross-sectional view of the system 700, including a first hull section 702, a second hull section 704, carbon fiber plates 718 and 720, and a turnbuckle pin 716.

Access to the turnbuckle pin 716 may be provided by the access hole 712 depicted in FIG. 7A. In some embodiments, the turnbuckle pin 716 can be removed so that the turnbuckle 706 can be separated from compartments 702 and 704 without completely unscrewing. Pin 716 may be held by flaps or tabs when the turnbuckle 706 is not under tension.

In some embodiments, each hull compartment 702 and 704 may have carbon fiber plates 718 and 720 abutting on its adjacent compartments. Plates 718 and 720 may support the hull compartments 702 and 704, respectively, when the turnbuckle 706 is axially tightened.

8A-C depict the bow division of a vehicle with a gap for a blaze sonar array, according to an exemplary embodiment. FIG. 8A depicts the system 800, including a front view of the bow section 802, horizontal narrow gap 804, and vertical narrow gap 806.

The bow compartment 802 can be made from carbon fiber, fiberglass, or any other suitable material. Although the crevices 804 and 806 are depicted in the "T" pattern in FIG. 8A, the bow compartment 802 may include any number of crevices in any suitable configuration. The gaps 804 and 806 may be aligned with the sonar transducers (shown in association with FIGS. 8B and 8C) contained within the bow compartment 802, allowing the sonar transducers to transmit sonar signals in a 2D plane. .. For example, the horizontal narrow gap 804 may allow its respective sonar transducers to sweep a substantially horizontal plane in front of the nose compartment 802, while the vertical narrow gap 806 may allow its respective sonar transducers to sweep the nose compartment. It may be possible to sweep a substantially vertical plane in front of the 802. Thus, the gaps 804 and 806 can still be designed to provide significant protection to the sonar array while allowing the sonar signal to pass through the bow compartment 802.

FIG. 8B depicts a side view of the system 800, including a bow section 802, a horizontal gap 804, a horizontal transducer 808, a vertical transducer 810, a horizontal sonar signal 812, and a vertical sonar signal 814.

As mentioned above, the horizontal gap 804 may allow the horizontal transducer 808 to transmit the horizontal sonar signal 812 in a relatively horizontal plane. Similarly, the vertical transducer 810 may transmit the vertical sonar signal 814 through a vertical gap 806 (not shown in FIG. 8B). The horizontal sonar signal 812 and the vertical sonar signal 814 are depicted in FIG. 8B as exemplary embodiments and are not intended to represent the actual shape or extent of sonar sweep. Transducers 808 and 810 can be any suitable sonar equipment for transmitting and receiving sonar signals, such as those typical for AUV or marine applications. Transducers 808 and 810 may be configured to transmit and receive over a range of perspective angles.

FIG. 8C depicts a top view of the system 800, including bow section 802, horizontal transducer 808, vertical transducer 810, and horizontal sonar signal 812.

As mentioned above, the gaps within the bow compartment 802 may allow the horizontal transducers 808 and vertical transducers 810 to transmit and receive sonar signals through the bow compartment 802. The horizontal sonar signal 812 is depicted in FIG. 8C as an exemplary embodiment and is not intended to represent the actual shape or range of sonar sweep. In some embodiments, the transducers 808 and 810 may be molded to follow the curvature of the bow compartment 802. In some embodiments, the horizontal transducers 808 and 810 can be positioned substantially in a parabolic arrangement. Thus, the crevices within the bow compartment 802 may allow the transducers 808 and 810 to image in multiple planes while still providing significant protection to the transducer.

It will be apparent to those skilled in the art that such embodiments are provided only as an example. It should be appreciated that a number of variants, alternatives, modifications, and substitutions may be adopted by those skilled in the art who practice the invention. Therefore, it is understood that the present invention should be understood from the following claims, which are not limited to the embodiments disclosed herein and are broadly construed as permitted by law. Will.

Claims (5)

It ’s an underwater vehicle,
A carbon fiber bow, wherein the carbon fiber bow includes a carbon fiber bow and a plurality of gaps.
A blaze sonar array comprising a plurality of transducers, wherein the blaze sonar array is aligned with a blaze sonar array so as to transmit through at least one of the plurality of gaps. It has an underwater vehicle. The underwater vehicle according to claim 1, wherein the plurality of transducers are oriented so as to be substantially parallel to the curvature of the carbon fiber bow. The underwater vehicle of claim 2, wherein the plurality of transducers are directed to transmit sonar signals in a two-dimensional plane. The underwater vehicle according to claim 1, wherein at least two of the plurality of transducers are arranged substantially in a parabolic shape. The underwater vehicle of claim 1, wherein at least the first of the plurality of transducers is oriented orthogonal to at least the second of the plurality of transducers.

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